CVS System Sample Water Vapor Management

ABSTRACT

An engine emissions test system according to the principles of the present disclosure includes a sampling conduit, at least one sample bag, a read circuit, and a fill circuit. The sampling conduit is configured to receive exhaust from an engine. The at least one sample bag is configured to store a sample of exhaust. The read circuit is configured to communicate the stored sample of exhaust between the at least one sample bag and an analyzer. The fill circuit includes a fill gas line configured to provide a fill gas to be mixed with the sample of exhaust. The fill gas line extends between a fill gas source and the read circuit.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present disclosure is a divisional of U.S. patent application Ser.No. 13/463,226 (now U.S. Pat. No. 9,097,623), filed on May 12, 2012,which is a continuation of U.S. patent application Ser. No. 12/501,767(now U.S. Pat. No. 8,181,543), filed on Jul. 13, 2009, which is acontinuation-in-part of U.S. patent application Ser. No. 11/855,246 (nowU.S. Pat. No. 7,559,262), filed on Sep. 14, 2007, which claims thebenefits of U.S. Provisional Application No. 60/845,271, filed on Sep.15, 2006. The entire disclosures of the applications referenced aboveare incorporated herein by reference.

BACKGROUND

With traditional constant volume samplers (CVS), engine exhaust isdiluted with ambient air, and a small sample of the diluted exhaust isproportionally extracted and stored in one or more sample bags.Depending upon the engine size, drive cycle and ambient conditions, theCVS total flow rate, which includes both ambient air and engine exhaust,is selected to ensure the sample collected does not condense water whenstored in the bags, or during subsequent analysis. This flow rate isdetermined by calculating the average dew point in the bag sample.

It is desirable to avoid water condensation within the sample bag forseveral reasons. First, condensation of water impacts the accuracy ofthe exhaust analysis. Some substances in the exhaust become soluble inwater. These substances can be effectively “pulled out” of the exhaustso that they are not measured at the conclusion of the test. Also, thewater vapor that becomes condensed is not measured and included in thetest results. Second, the condensation can cause the collection ofsubstances on the inside of the bag as the water subsequently evaporatesthereby leaving an undesirable residue that will be present duringfuture tests. Finally, new legislation requires no condensation in thesample bags.

There are several factors that make it difficult to avoid condensationof the sample within the bags. For example, use of alternative fuels,new test cycles and larger displacement engines all can lead tocondensation within the sample bags. For example, if an aggressive testcycle is performed and the traditional optimal flow CVS flow rate isselected, then condensation will form. This is particularly true fortest cycles where the maximum exhaust comes very early in the collectionof the sample. The dew point of the sample may be higher than ambientconditions even though the average water concentration in the bag isless than ambient at the end of the cycle. CVS optimal flow rate isselected to ensure the average water concentration in the bags has a dewpoint less than ambient temperature.

One potentially problematic test is the newly proposed US06 drive cycle.The cycle is 600 seconds long and the second sample bag used in the testwill start filling 133 seconds into the drive cycle. The traditionaldesired flow rate is 1050 scfm when diluting a gas with a dew point of18° C. For vehicles running on ethanol fuel, the ending dew point in thebag will be just above 23° C., with a peak dew point at the beginning ofthe second bag fill of 27° C. This is often higher than ambientconditions in a test cell. In this scenario, the CVS flow rate wouldtypically be selected to dilute for the average bag dew point of 23° C.,which would result in the sample condensing in the second sample bag dueto the initial high peak.

In order to avoid condensation in the bag, the CVS flow rate would haveto be raised to 2000 scfm to avoid the initial peak, which isundesirable. Increasing the CVS flow rate would reduce the already lowconcentration of exhaust within the sample making it more difficult toanalyze. One approach that can be used to avoid condensation is to heatthe bags, which would maintain the sample gas temperature above themaximum dew point and avoid the initial dew point peak. However,additional equipment must be employed for such an approach leading to ahigher cost CVS

Hybrid vehicles pose unique problems when trying to determine massemissions rates during emission test sequences. Current test proceduresrequire bag sampling using either a CVS method or a bag mini-diluter(BMD) method. Hybrid vehicles that produce exhaust gas from internalcombustion engines may not be in operation or may operate for a briefperiod of time over the test cycle. When using the CVS method the CVSbag sample is overdiluted and determination of mass emissions isdifficult since the dilution factor from the CVS method is very high.When using the BMD method the bag sample is diluted at a fixed rate sothe dilution factor issue is resolved but the sample is collectedproportional to the exhaust flow. Since there are periods of operationwhere either no exhaust flow is expelled out of the hybrid vehicle orthe vehicle exhaust is expelled intermittently very little exhaust maybe emitted during the sample phase. Therefore, very little sample willbe collected in the sample bag making accurate analysis more difficult.

SUMMARY

A disclosed method of collecting an exhaust gas sample includespre-filling a sample bag with a pre-fill gas. An exhaust sample iscollected in the sample bag with the pre-fill gas remaining in thesample bag.

An exhaust sampling system is disclosed that includes a pre-fill gassource having a pre-fill gas. A sampling conduit is configured tocollect exhaust gas and make-up gas. A sample bag is fluidly connectedto the sampling conduit and the pre-fill gas source. A controller isprogrammed to run a test procedure in which a sample of exhaust gas andmake-up gas is collected in the sample bag. The controller is configuredto send a command that fills the sample bag with pre-fill gas prior tothe test procedure. The pre-fill gas remains in the sample bag duringthe test procedure. In one example, the amount of pre-fill gas isselected to prevent the sample from condensing in the sample bag duringthe test procedure. In another example, the amount of pre-fill gas isselected to provide a sufficient volume of gases for analysis during thetest procedure.

These and other features of the disclosure can be best understood fromthe following specification and drawings, the following of which is abrief description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an example CVS including an examplepre-fill gas system.

FIG. 2 is a flow chart depicting an example pre-fill procedure.

FIG. 3 is a schematic view of an example BMD including an examplepre-fill gas system.

FIG. 4 is a flow chart depicting an example pre-fill procedure.

DETAILED DESCRIPTION

A schematic view of an exhaust sampling system 10 is shown in FIG. 1. Inthis disclosure, like numerals are used to indicate like elements. Thesystem 10 includes a make-up air inlet 12 that includes a filter 14. Theinlet 12 provides make-up air 32 to a sampling conduit that alsoreceives exhaust from a tailpipe 16 of an engine 18. The make-up air 32and exhaust E pass through a mixing plate 20 to promote homogeneousmixing of the make-up air 32 and exhaust E as it flows through a tunnel22 prior to sampling. A constant volume of the mixture is drawn throughthe sampling conduit by a pump 28. A heat exchanger 24 is used, in oneexample, to maintain the mixture at a desired temperature. The mixtureis measured by a measuring device 26, prior to being expelled by thepump 28 through a discharge 30, to determine the quantity of mixtureflowing through the sampling conduit. It should be understood that thesystem 10 is only exemplary and that many modifications can be made andstill fall within the scope of the claims.

The engine 18 is run through a test procedure to determine the quantityof exhaust byproducts that the engine 18 produces. For the examplesystem 10 shown, only a small portion of the exhaust E is sampled forsubsequent analysis. As the amount of exhaust E produced by the engine18 during the test procedure fluctuates, the make-up air 32 provides theremainder of the volume. The amount of byproducts in the sample is sosmall at times, that the components in the make-up air can impact thetest results. To this end, a pump 34 draws an amount of make-up air intobackground bags 42 during the test procedure so that the effects of themake-up air can be taken into account. Valves 36, 40 regulate the flowof make-up air 32 into the background bags 42, and the flow meter 38measures the amount of make-up air collected within the background bags42.

A sampler 43 collects a small sample of the mixture for collecting intosample bags 52. One or more sample bags 52 may be used, and filling ofthe sample bags may be scheduled during various periods of the testprocedure. A pump 44 draws the sample through a valve 46 and flow meter48. Valves 50 regulate the filling of the sample bags 52. After thesample bags 52 have collected the samples, an analyzer 60 analyzes thecontents of the sample bags 52 and 42 to determine the amount of variouscombustion byproducts. A pump 54 flows the sample through valve 56 andflow meter 58. It should be understood that more or fewer pumps, valvesand flow meters than shown could be used.

A controller 70 communicates during the test procedure with the variouspumps 28, 34, 54, 64, 72, valves 36, 40 46, 50, 56, 66, 74 and flowmeters 38, 48, 58, 68 to obtain readings and direct their operation. Allof the connections between the controller 70 and these components arenot shown for clarity.

In one example of this disclosure, one or more of the sample bags 52 ispre-filled with dry gas to prevent any peaks in dew point during thetest procedure that would lead to undesired condensation. A source ofpre-fill gas 62 is shown schematically in FIG. 1. An amount of pre-fillgas is pumped into one or more of the sample bags 52 prior to thecollection of the exhaust sample. The controller 70 commands the pump 64and valve 66 to fill a desired amount of pre-fill gas to a desiredsample bag 52 to prevent condensation in the sample bag 52. The pre-fillmay also incorporate other means to fill the bag such as a compressedair source. The flow meter 68 measures the amount of pre-fill gas.

An example test procedure 78 according to the disclosure is shown inFIG. 2. The amount of pre-fill gas needed to prevent condensation iscalculated at block 84 based upon one or more of the following(indicated at block 86): CVS test flow rate, dew point of the pre-fillgas, dew point of the make-up air, and anticipated test dew point withinthe sample bag 52. Calculations are performed based upon the variousfactors of each test to determine the minimum amount of pre-fill gasrequired to avoid condensation. This approach is desirable to minimizefurther dilution of the sample. The bags susceptible to condensationwould be filled with dry clean air prior to the sampling (filling of thebag). According to this disclosure, the initial peak of wet gas iscompensated for by the dry air, thus preventing condensation.

The sample bags 52 and ambient bags 42, as well as any interveningconduits, are evacuated through vent 74 using pump 72 (FIG. 1), asindicated at block 80. The system 10 is leak checked (block 82), and thesample bag 52 is filled with a predetermined amount of pre-fill gas, asindicated at block 88. The amount of pre-fill gas is measured. Theexhaust sample is collected and its mass and/or volume measured in thesample bag 52 during the test procedure with the pre-fill gas remainingin the sample bag 52, as indicated at block 92. As the sample bag 52 isfilled during the test procedure, the dew point of the predeterminedamount of pre-fill gas prevents the exhaust sample from condensingwithin the sample bag 52. The contents of the sample bag 52 and ambientbag 42 can then be analyzed to determine the amount of byproducts withinthe sample, as indicated at block 94.

In one example, the same “zero grade” or “instrument grade” air that istypically used to initially calibrate the system 10 can be used topre-fill the sample bag 52. As a result, the pre-fill feature can beincorporated into a traditional CVS with very little modification andexpense. Alternatively, ambient air can be used to pre-fill the samplebag 52. Using ambient air may be desirable since it makes accounting forthe pre-fill air's affects at the analysis stage of the test simpler.The analytical equations set forth in the Code of Federal Regulationsfor test procedures are such that accounting for pre-fill ambient air ismore straightforward. Using zero grade air instead of ambient airrequires modifications to those equations, which may be undesired bysome customers. For example, using zero air requires using dilutionratio equations similar to those used for a BMD to determine theconcentration necessary to use traditional CVS equations. It should beunderstood that any number of suitable substances may be used topre-fill the sample bags 52.

A schematic view of another exhaust sampling system 110 is shown in FIG.3. The system 110 illustrates a BMD sampling system in which the exhaustsample is diluted at a fixed rate and the exhaust gas sample iscollected in proportion to the exhaust flow from the engine 118. In theexample, the engine 118 includes an internal combustion engine 96 andanother engine 98 (such as an electric motor) that together comprise thepropulsion unit for a hybrid vehicle. The other engine 98 may be used topropel the vehicle in varying degrees throughout vehicle operation. As aresult, there may be periods of operation when the engine 118 expelslittle or no exhaust through its tailpipe 116 when the other engine 98is in use.

The system 110 includes a “mini-diluter” having a probe or sampler 143.The sampler 143 collects a small sample of exhaust gas from the tailpipe116. The sample exhaust gas is drawn into a sampling unit 102 by a pump144. The sampling unit 102 includes a mixer 104. A diluent 112 isintroduced to the sampling unit 102 at the mixer 104 where it commingleswith the sample exhaust gas to produce a diluted exhaust gas that issupplied to a diluted exhaust gas outlet 108. In one example, thediluent 112 is nitrogen or zero air. The diluent 112 is measured by aflowmeter 106. The sample exhaust gas flow corresponds to a differencebetween a total exhaust gas flow measured by a flowmeter 148, whichreceives the diluted exhaust gas from the outlet 108, and the flowmeter106. In the example shown, the exhaust gas sample is measured directlyby a flowmeter 141.

The engine 118 is run through a test procedure to determine the quantityof exhaust byproducts that the engine 118 produces. For the examplesystem 110 shown, only a small portion of the exhaust is sampled forsubsequent analysis. As the amount of exhaust produced by the engine 118during the test procedure fluctuates, the diluent 112 provides theremainder of the volume.

The sampler 143 collects a small sample of the mixture for collectinginto sample bags 152. One or more sample bags 152 may be used, andfilling of the sample bags may be scheduled during various periods ofthe test procedure. Valves 150 regulate the filling of the sample bags152. After the sample bags 152 have collected the samples, an analyzer160 analyzes the contents of the sample bags 152 to determine the amountof various combustion byproducts. A pump 154 flows the sample throughvalve 156 and flow meter 158. It should be understood that more or fewerpumps, valves and flow meters than shown could be used.

A controller 170 communicates during the test procedure with the variouspumps 128, 154, 164, 172, valves 150, 156, 174 and flow meters 106, 148,158 to obtain readings and direct their operation. All of theconnections between the controller 170 and these components are notshown for clarity.

In one example of this disclosure, one or more of the sample bags 152 ispre-filled with dry gas to provide a sufficient volume of gases in thebags 152 for subsequent analysis. A source of pre-fill gas 162 is shownschematically in FIG. 3. A common nitrogen source can be used for boththe diluent 112 and the pre-fill gas 162. In an example, the pre-fillgas 162 is nitrogen. An amount of pre-fill gas is pumped into one ormore of the sample bags 152 prior to the collection of the exhaustsample. The controller 170 commands the pump 164 to fill a desiredamount of pre-fill gas to a desired sample bag 152 to sufficiently fillthe sample bag 152, discussed in more detail below. The pre-fill mayalso incorporate other means to fill the bag such as a compressed airsource. The flow meter 106 measures the amount of pre-fill gas. Usingthe same flow meter 106 to measure the pre-fill gas and the diluentduring the test procedure minimizes calibration error.

An example test procedure 178 according to the disclosure is shown inFIG. 4. The amount of pre-fill gas needed to provide a sufficient volumeof gases in the bags 152 is calculated at block 184 based upon one ormore of the following (indicated at block 186): time for the sample tostabilize (time period for the sample to fully reach the analyzer 160),the flow rate of gases within the analytical system and the analysistime required. In regards to the analysis time required, the amount ofsample collected within the bags 152 should be enough to provide theanalytical system with approximately 3 minutes of analysis time. This isbased upon the typical scenario in which a typical analysis by theanalyzer 160 takes approximately 30 seconds to 1 minute. Typically,three or four analyses are conducted with the contents of a given bag152 in connection with the steps described in relation to block 192.Calculations are performed based upon the various factors of each testto determine the minimum amount of pre-fill gas required for analysis.Pre-filling one or more of the bags 152 is desirable to ensure thatenough sample is available for analysis even if the hybrid vehicleproduces no exhaust during the sampling period.

The sample bags 152, as well as any intervening conduits, are evacuatedthrough vent 174 using pump 172 (FIG. 3), as indicated at block 180. Thesystem 110 is leak checked (block 182), and the sample bag 152 is filledwith a predetermined amount of pre-fill gas, as indicated at block 88.The amount of pre-fill gas is measured. The exhaust sample is collectedand its mass and/or volume measured in the sample bag 152 during thetest procedure with the pre-fill gas remaining in the sample bag 152, asindicated at block 192.

The collect/measure sample step in block 192 requires a sufficientvolume of gases within each sample bag 152 in order to perform themeasuring steps. The measuring steps first includes “sniffing” thesample bag 152 to determine the concentration of byproducts that will beanalyzed. The analyzer 160 typically includes multiple analyzers, eachcorresponding to a different concentration range. A particular analyzerhaving a range corresponding to the “sniffed” range is selected for usein subsequent analysis of each byproduct in the contents of sample bag152. Secondly, a calibration of the analytical system is performed,including zeroing the instruments, which may be performed by flowingnitrogen through the instruments. Thirdly, an analysis of the contentsof the sample bag 152 is then performed to determine the amount ofbyproducts collected within the bag, such as carbon dioxide, carbonmonoxide, hydrocarbons, and oxides of nitrogen. Finally, a zero check isperformed to ensure that none of the instruments have drifted during theanalysis. Any of the measuring steps above may be repeated if the systemfails the calibration check. The system 10 and method 78 shown in FIGS.1 and 2 also employ the above collect/measure sample step in block 92.

In a typical BMD system, the dilution ratio is measured as the ratiosample flow to total flow of the BMD and integrated over the testprocedure. In the example system 110, the dilution ratio integrates theamount of dilution gas in a given bag 152 from the pre-filled processplus the amount of diluent used during the test procedure. The dilutionratio for the system 110 is as follows (block 190):

$\begin{matrix}{{{DR} = {\frac{{PrefillBagVol} + {DillutionVol}}{SampleVol} + 1}},} & {{Equation}\mspace{14mu} 1}\end{matrix}$

where PrefillBagVol, DilutionVol and SampleVol respectively correspondto the pre-fill gas, diluent and sample exhaust gas volumes relating toa given sample bag 152. The contents of the sample bag 152 and ambientbag 142 can then be analyzed to determine the amount of byproductswithin the sample, as indicated at block 194. The diluent flow 112through flow meter 106 may be set to zero, such that the exhaust samplewithin the bag 152 is only diluted by pre-fill gas 162 within the bag152 (i.e., Dilution Vol=0).

In one example, the same “zero grade” or “instrument grade” air that istypically used to initially calibrate the system 110 can be used topre-fill the sample bag 152. As a result, the pre-fill feature can beincorporated into a traditional BMD with very little modification andexpense. Alternatively, ambient air can be used to pre-fill the samplebag 152. Using ambient air may be desirable since it makes accountingfor the pre-fill air's affects at the analysis stage of the testsimpler. The analytical equations set forth in the Code of FederalRegulations for test procedures are such that accounting for pre-fillambient air is more straightforward. Using zero grade air instead ofambient air requires modifications to those equations, which may beundesired by some customers. It should be understood, however, that anynumber of suitable substances may be used to pre-fill the sample bags152.

Although an example embodiment has been disclosed, a worker of ordinaryskill in this art would recognize that certain modifications would comewithin the scope of the claims. For that reason, the following claimsshould be studied to determine their true scope and content.

What is claimed is:
 1. An engine emissions test system comprising: asampling conduit configured to receive exhaust from an engine; at leastone sample bag configured to store a sample of exhaust; a read circuitconfigured to communicate the stored sample of exhaust between the atleast one sample bag and an analyzer; and a fill circuit including afill gas line configured to provide a fill gas to be mixed with thesample of exhaust, the fill gas line extending between a fill gas sourceand the read circuit.
 2. The system of claim 1, wherein the read circuitincludes first and second read line sections, wherein the first readline section doubles as a portion of the fill circuit configured tocommunicate the sample of exhaust between the sampling conduit and theat least one sample bag.
 3. The system of claim 2, wherein the fillcircuit further includes a pump and a flow meter.
 4. The system of claim3, wherein the second read line section includes a pump and a flowmeter, the pump and flow meter of the second read line section eachbeing provided between the first read line section and the analyzer. 5.The system of claim 4, wherein the second read line section includes avalve between the pump of the second read line section and the flowmeter of the second read line section.
 6. The system of claim 2, whereinthe fill circuit includes a sample gas line extending between thesampling conduit and the first read line section for communicating thesample of exhaust from the sampling conduit to the at least one samplebag.
 7. The system of claim 1, wherein the fill gas is nitrogen.
 8. Anengine emissions test system comprising: at least one sample bagconfigured to store a sample of exhaust from an engine; a first gas lineconfigured to communicate the sample of exhaust from the at least onesample bag to an analyzer; and a second gas line extending between afill gas source and the first gas line for providing a fill gas to bemixed with the sample of exhaust.
 9. The system of claim 8, furthercomprising a sampling conduit configured to receive exhaust from theengine.
 10. The system of claim 9, further comprising a third gas lineextending between the sampling conduit and the first gas line forproviding the sample of exhaust to the at least one sample bag.
 11. Thesystem of claim 10, wherein the first gas line includes first and secondsections, the first section being configured to (i) communicate thesample of exhaust from the third gas line to the at least one samplebag, and (ii) communicate the stored sample of exhaust from the at leastone sample bag to the second section, the second section beingconfigured to communicate the sample of exhaust from the first sectionto the analyzer.
 12. The system of claim 10, wherein the samplingconduit is configured to receive a dilution gas to be mixed with exhaustfrom the engine.
 13. The system of claim 12, wherein the first and thirdgas lines are configured to communicate a portion of the diluted exhaustfrom the sampling conduit to the at least one sample bag.
 14. The systemof claim 12, wherein the dilution gas is different than the fill gas.15. An engine emissions test system comprising: a sampling conduitconfigured to receive exhaust from an engine; at least one sample bagconfigured to store a sample of exhaust; a first gas line configured tocommunicate exhaust from the sampling conduit to the at least one samplebag; and a second gas line extending between a fill gas source and thefirst gas line for providing a fill gas to the at least one sample bag.16. The system of claim 15, further comprising a third gas lineextending between the first gas line and an analyzer for communicatingthe stored sample of exhaust from the at least one sample bag to theanalyzer.
 17. The system of claim 16, wherein the first gas lineincludes a first pump and a first flow meter.
 18. The system of claim17, wherein the second gas line includes a second pump and a second flowmeter.
 19. The system of claim 18, wherein the third gas line includes athird pump and a third flow meter.
 20. The system of claim 15, whereinexhaust from the engine is diluted with a dilution gas in the samplingconduit, and the first gas line is configured to communicate the dilutedexhaust from the sampling conduit to the at least one sample bag.